Pneumatic starting mechanism for internal-combustion engines.



G I. SPOHRER.

I PNEUMATIC STARTING MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED AUG.I. I914.

Patented Mar. 7, 1916.

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G SPOHRERN PNEUMATIC STARTING MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED AUG.I. 1914.

'1 ,174,1 93 I Patented Mar. 7, 1916.

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GREGORY J. SPOHREB, OFVEAST ORANGE, NEW JERSEY, ASSIG1\TOR TO. THE MOTOR- COMPR-ESSOR COMPANY, A CORPORATION OF DELAVARE.

PNEUMATIC STARTING MECHANISM FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

PatentedMar. v, 19:16.

Application filed August 1,1914. Seri a1,Nc..8.5 .4,435;

To all whom it may concern:

Be ,it known that I, GREGORY J. Sronnnn, a citizen of the United States, residing in the city of East Orange, county of Essex, and State of New Jersey, have invented certain new and useful Improvementsin Pneumatic Starting Mechanism for Internal- Combustion Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to starting mechanism for internal combustionengines of the type employing a convertible motor-compressor which maybe driven by the engine to compress air and store it in a suitable tank and may be operated as a motor byair drawn from the tank for starting the engine.

The invention is of special utility in connection with starting mechanism of the type shown in Letters Patent No. 1,132,22 dated March 16, 1915.

The present invention is directed more particularly to the provision of an improved form of valve mechanism for controlling the operation of such a motor-compressor system.

The mechanism constructed; in accord ance with my invention is intended primarily for use on self-propelled vehicles and my improved form of valve mechanism is therefore specially constructed to facilitate convenient control of the mechanism by the operation of the vehicle while occupying the drivers seat.

In accordance with the invention, the valve mechanism is so constructed as to permit of causing operation of the motor-compressor as a compressor driven by the en gine, or as a compoundmotor for driving the engine, or as a simple motor at will.

Also, the valve mechanism is arranged for controlling the operation of the mechanism which connects the motor-compressor and engine, this mechanism being preferably arranged for actuation pneumatically since a supply of air under pressure is always available for this purpose. The movable member of the valve is preferably arranged for a straight line movement from one to another of its several positions so that when the valve is mounted upon the dash of a car, the operator may readily actuate the movable valveis provided with a check-valve for preventing the escape of air from the storage tank when the apparatus is not in use, and the movable member of the valve is so arranged that it may be moved to engage and operate this check-valve when it is desired to permit air to flow from the tank to the motorcompressor. Preferably, the motor-compressor is of the multi-cylinder type adapted for either simple or compound operation and the valve mechanism is so constructed that movement of the valveshow the preferred embodiment of the invention.

In these drawings, Figure 1 is a diagram matic View of the apparatus employed, the master-valve being shown in section and the motor-compressor being shown with the valve mechanism thereof in horizontal section; Fig. 2 is a view of the -motor-compressor and mechanism for connecting it with the engine shaft, certain of the parts being brokenaway, and certain of the parts being shown in vertical section; Figs. 3 and a are detail views of the valve mechanism in vertical section on lines 33 and 45l respectively of Fig.1 and Fig. 5 is a detail view of the auxiliary valve shown in Fig. 1.

Referring to these drawings, a multi-cylinder, convertible motor-compressor is shown having high pressure cylinders 6 and low pressure cylinders :7 in which reciprocate pistons connected-to cranks 8 and'9 on the crank shaft 10. This crank shaft is rotatable in bearings formed in the casing 11 of the motor-compressorand one end of the shaft eccentric 12 actuating rods 13 which connect with rocking valves controllingthe supply of air to and from the motor-compressor. On the opposite end of the shaftlO is a gear 14 which transmits power to and from the power-driven shaft 15 V which may he the shaft of the engine to be started.

is extended through its bearing to receive an member of the valvervith his foot- The. sQn-theendpishaft.l issplined.a gearlt 1 having a clutch member 17 formed thereon which is adapted to slide over and become clutched with the, end of the gear 14 so that shafts l5 and 10 will rotate together. These two shafts may also be connected through speed-reducing and reversing gear for rotation in opposite directions. For this purpose, gear 14 meshes with an idler 18 which meshes with a gear 19 integral with a sleeve 20 on which a spiral rib 21 is formed. On the sleeve 20is a sleeve 22 having a spiral groove therein which receives the rib 21. This sleeve 22 also has a gear 23 integral therewith adapted to be moved laterally into and out of mesh with the gear 16. The gear 16 has a circumferential groove therein which receives a yoke 24 connected by a post 25 to a rocking lever 26 whose opposite end is connected by a rod 27 to a piston 28 reciprocating in a cylinder 29 on the casing 11. The piston is moved in one direction by a spring 30 and in the opposite direction by air admitted to the end of cylinder 28 through a pipe 31.

WVhen the motor-compressor is to be operated as a compressor, air is admitted through pipe 31 to cylinder 29 and operates through the parts 27 26, 25 and 24 to move the gear 16 axially upon shaft 15 to cause the members 17 and 14 to become clutched together, and the engine shaft 15 then drives the shaft 10 to compress and store air. When the motor-compressor is operated as a motor, the parts 17 and 14 are disconnected and the shaft 10 is rotated in a direction opposite to that in which it was driven as a compressor by the shaft 15. Shaft 10 then operates through gears 14, 18 and 19 to rotate sleeve 20 in a clockwise direction and when the sleeve is so rotated, the spiral thread 21 thereon draws sleeve 22 and gear 23 axially to the right in Fig. 2 to mesh the gears 23 and 16 and thus drive the engine shaft through speed-reducing and reversing gearing. As soon as the engine begins to operate under its own power, the gear 23 and sleeve 22 are rotated at higher speed than the sleeve 20 and the thread 21 causes the gear 23 to move laterally to the left in Fig. 2 out of mesh with gear 16. The motor may then be brought to rest.

The tank in which the compressed air is stored is shown at 32 in Fig. 1. It is connected by a pipe 33 with the casing 34 of the controlling valve. Within this valve is a central chamber 35 and an outer chamber 36 with which latter, the pipe 33 communicates. At

the end of the chamber 35, a plug 37 is threaded into the casting of the valve and in this plug is a seat 38 for a check-valve 39 whose stem is adapted to slide in a recess formed in a plug 40 closing the end of the casting. This check-valve 39 is held yieldingly upon its seat by a spring 41 and the spaceback' of the valve 39 is in communication with the chamber 36 as shown. The

' larger size than'the stem and is adapted to engage the check-valve 39.

' 'At the end of the chamber 35 opposite the plug 37 is a seat 43 for a movable valvemember 44 through which the stem 42 extends. This valve-member is slidable upon the stem 42 and is held yieldingly upon its T seat 43 by a spring located in chamber 35.

The valvemember 44 is actuated against the tension of spring 45 by a shoulder 46 on the stem 42 of the operating member of the valve. When the valve 44 is raised from its seat thus, it connects the chamber 35 with a chamber 47 formed in the casting of the valve, these two chambers being then connected by the annular space around the stem 42. The stem 42 has a passage 48 therein extending longitudinally of the stem and having one end open immediately beyond the shoulder 46 so that when the parts are in the positions in which they are shown in Fig. 1, this passage 48 communicates at one end with the chamber 47. The other end of passage 48 is open at the surface of stem 42 beyond the end of the casing of the valve. hen the stem 42 is moved axially to carry the shoulder 46 into engagement with the valve 44, the inner end of the passage 48 is carried within the valve-member 44 and is closed thereby.

The pipe 31 leading to the cylinder 29 is connected to the chamber 36 through a valve 49 having a passage therethrough as shown in Figs. 1 and 5. The movable member 50 of thisvalve has a passage51 leading therethrough adapted to connect the passages leading through the valve 49 and also a short passage 52 adapted to connect with a passage 53 in the wall of the valve 49 through which air may pass from the cylinder 29 through pipe 31 to the atmosphere.

A spring actuated safety valve 54 communicates with the chamber 35 to relieve an excess pressure therein to the atmosphere. A pipe 55 leads from the chamber 35 and a pipe 56 from the chamber 47 to the motorcompressor.

The valve controlling the flow of air to and from the high pressure cylinders 6 is shown at 57 (Figs. 1 and 3) located within a cylinder 58 mounted within a cylindrical portion 59 of the casing 11. The end of the pipe 55 communicates with a chamber 60 between the valve 57 and cylinder 58 and this chamber is adapted to communicate with ports 61 leading to the cylinders 6.

Within the valve-member 57 is a chamber 62 adapted to communicate through ports 63 with the ports 61 and through ports 64 and 64 with a chamber 65 extending around the cylinder 58 to a port 66. With the parts in he positions shown in Fig. 3, air flows from pipe 55 to chamber 60 and ports. 61 to the cylinders. hen the valve-member 57 is rocked, air flows from the cylinders through ports 61 and 63 to the chamber 62 and through ports 64 and 64" to the passage 65 and port 66.

In an opening in the casing of the motorcompressor is an axially movable valvemember. 67 moved in one direction by a spring 68. In one end of the member 67 is a recess which communicates with the port 66 and which has an opening adapted to aline with a port 69 leading to a receiver 70. Then the member 67 is moved against the tension of spring 68, this port 69 is closed and the opening in the member 67 is moved into alinement with a port 71 leading to a muffler chamber 72 from which air exhausts freely to the atmosphere. In the opposite end of the valve-member 67 is a chamber 73 to which the pipe 56 leads. Then the valvemember 67 is moved against the tension of the spring 68, this end of the member moves past and opens a. port 74 leading to the receiver 70 at the same time that the port 71 is opened as above described.

From the receiver 70, air flows to the valve for the low pressure cylinders 7 through the port 75, this valve having a rocking valve-member 76 constructed in a manner similar to the valve 57 for the high pressure cylinders and operating in substantially the, same manner as that above described, the exhaust from this valve flowing into the muflier chamber 72 and to the atmosphere.

The operation of the mechanism will now be described. Fig. 1 shows the parts in their normal positions. If it be desired to operate the motor-compressor as a motor to start-the engine, the operator moves the controlling member 42inwardly so that its end will engage the check-valve 39 and raise the latter from its seat against the tension ofits spring 41. This permits air to flow from the tank 32 through pipe 33 to the chamber 36 and around the check-valve 39 to chamber 35 and through the pipe 55 to the'valve for the high pressure cylinders of the motorcompressor. Since the crank connected to the pistons of the high pressure cylinders may be, upon dead center, it is often desirable to-initiate the operation ofthe motor as a simple motor. For this purpose, the stem 42 is moved inwardly so far that not only is the valve-member 39 raised from its seat, but, also the valve 44 is raised from its seat by the shoulder 4 n. thi as no on y s e tsa hslt alsi s t e rir ,ated as a compound motor.

but also air flows from chamber 35 around the valve 44 to chamber 47 and through the pipe 56. The air passing through pipe 56 enters the space 73 within the valve-member 67 and moves the member 67 against the tension of spring 68 until the port 69 is closed and the ports 71 and 74 are opened. This having'been done, the air flowing to the high pressure cylinders throughthe pipe 55 is eX- hausted through passage 65, port 66 and port 71 to the muiiier chamber 72. Also air atthe high pressure flows through pipe 56 to chamber 7 3, through port 74 to chamber 7 0 and through port 75 to the valve for the loW- pressure cylinders from which cylinders the air is exhausted to the chamber 72 and the atmosphere. All cylinders will therefore receive air at the high pressure and the mechanism will be operated as a simple motor. As soon as the motor has started in operation, it may be changed from simple to compound operation and this is done by allowing the stem 42 to be moved outwardly a short distance by the springs 41 and 45, the extent of this outward movement being sufficient topermit seating of the valve ,44. This having been done, the supply of high pressure air to the pipe 56 is cut off, though highpressure. air continues to flow to the pipe 55 as before described. Also, air from the chamber 33 is allowed toescape through pipe 56, chamber 47 and passage 48 whose inner end is opened to the chamber 47 by movement of stem 42 carrying the shoulder 46 away from the valve-44. The escape of air from chamber 73 permits the spring 68 to move the member 67 to the position in which it is shown in Fig. l in which; the ports 71 and 74 are closed and the port 69 is open. through pipe 55 to the valve for the high pressure cylinders and will be exhausted from these cylinders to passage 65, port 66 The high pressure air will then flow hausted to the chamber 72 and the atmosphere. The mechanismwill thus be oper- WVhen the mechanism is sooperated as a motor, it will effect the connection from the motor-shaft to the engine shaft automatically as heretofore described and will drive the engine shaft until the engine starts under its own power.

When the supply of air in tank 32 is'diminished, the auxiliary valve 50 is turned from the position shown in Fig. 5 to the position shown in Fig. 1 so that air will flow from tank 32 through pipe 33 to chamber36 and then through valve 49 to pipe 31 and cylinder 29, thereby actuating the clutch member to connect the engine shaft directly with the shaft of the motorcompressor. his. nnectio i g b e made, the m tersampressar W ll -..9l. 1iYQl1;by" he engine escape through pipe 31 and the passages 52,

51 and 53. The spring in the cylinder 29 will then operate to disconnect the shaft of the motor-compressor from the engine shaft.

It will be noted that all of the operations are effected by a straight line movement ofv the controlling member 42 of the mastervalve. Movement of this member inwardly a predetermined distance, permits operation of the motor-compressor as a compound motor, and if this member be moved inwardly to a greater extent, the mechanism will be operated as a simple motor. To cause oper ation of the mechanism as a compressor when the engine is in operation, it is only necessary to turn the member 50 of the auxiliary valve 49 through 90 degrees whereupon the necessary connections will be made for operation of the mechanism as a compressor and storage of the air compressed thereby. Also, the compressing operation is discontinued by merely turning the member 50 through 90 degrees. It will be noted also that except when the mechanism is being operated as a simple motor, the chamber 73 in the movable valve-member 67 is connected to atmosphere by the passage 48 so that even if a small amount of leakage occur from the receiver 70 into the chamber 73, the air which thus leaks into the chamber 73 will pass out to the atmosphere instead of actuating the valve-member 67 as it would be apt to do if pro-vision for the escape of air from chamber 73 were not made.

WVhat I claim is:

1. The combination of a convertible motorcompressor mechanism having a shaft, a second shaft adapted to drive and be driven by said shaft, a supply tank connected with said mechanism, a master-valve in the connection from the tank to said mechanism, a check-valve in the master-valve for preventing the flow of air from the tank to said mechanism, a. spring holding the check-valve yieldingly on its seat, an operating member for said master-valve movable to lift the check-valve from its seat to permit the fiow of air from the tank to said mechanism, and an air connection to the motor-compressor mechanism independent of said check-valve and controlled by the position of said operating member; substantially as described.

2. The combination of a multi-cylinder,

convertible motor-compressor mechanism having a shaft, a second shaft adapted to drive and be driven by said shaft, a supply tank connected to said mechanism, a mastervalve in the connections from the supply tank to said mechanism and an operating member in the master-valve movable in a straight line to a position for permitting air to flow from the tank to the high pressure cylinder of the motor-compressor and to a position for permitting air to flow from the tank to both the high pressure and the lOW pressure cylinders of said mechanism; substantially as described.

3. The combination of a multi-cylinder,

convertible motor-compressor mechanism having a shaft, a second shaft adapted to drive and be driven by said shaft, a tank connected to said mechanism, a master-valve in the connections from the tank to said mechanism, a check-valve in the mastervalve and an operating member for the master-valve movable to a position for raising the check-valve from its seat to permit the flow of air from the tank to the high pressure cylinder of said mechanism and movable to a position for holding the check-valve from its seat and for admitting air from the tank to the low pressure cylinder of said mechanism; substantially as described.

4. The combination of a multi-cvlinder, convertible motor-compressor mechanism having a shaft, a second shaft adapted to drive and be driven by said shaft, a tank connected to said mechanism, a master-valve in the connections from the tank to said mechanism, a check-valve in the mastervalve, and an operating mechanism for the master-valve movable in a straight line to a position for raising said check-valve from its seat to permit the flow of air from the tank to the high pressure cylinder of said mechanism and to a position for admitting air from the tank to the low pressure cylinder of said mechanism; scribed.

The combination of a multi-cvlinder, convertible motor-compressor mechanism having a shaft, a second shaft adapted to drive and be driven by said shaft, a tank connected to saidmechanism, a master-valve in the connections from the tank to said mechanism, two spring actuated valve-members in the master-valve and an operating member for the master-valve movable to actuate said two movable valve-members successively, said movable val e-members controlling the flow of air to different cylinders of said mechanism; substantially as described.

6. The combination of a multi-cvlinder, convertible motor-compressor mechanism having a shaft, a second shaft adapted to drive and ,be driven by said shaft, a tank connected to said mechanism, a master-valve substantially as dein the connections from the tank to said mechanism, a check-valve in the master valve controlling the How of air between the tank and one cylinder of said mechanism, a movable valve-member in the master-valve controlling the flow of air from the tank to another cylinder of said mechanism and an operating member for the master-valve movable to raise the checkvalve from its seat and to both raise the check-valve from its seat and operate said movable valve-member; substantiallyas described.

7. The combination of a convertible motor-compressor mechanism having a shaft, a second shaft adapted to drive and be driven by said shaft, a supply tank, a master-valve having a chamber, a conduit from the tank to said chamber, a conduit from the master-valve to said mechanism, valve-mechanism in the master-valve for controlling the flow of air between said chamber and the motor-compressor mechanism, connecting gearing between said shafts, pneumatic means for actuating said gearing, a pipe leading from said chamber to said pneumatic means, and a valve in said pipe movable to a position for connecting said chamber to said pneumatic means and to a position for connecting said pneumatic means to atmosphere; substantially as described.

8. The combination of a multi-cylinder motor-compressor mechanism having a shaft, a second shaft adapted to driveand be driven by said shaft, a tank, connections from the tank to said mechanism, a mastervalve in said connections, a check valve in the master-valve, a pneumatically-actuated valve-member for causing operation of said mechanism as a simple motor or as a compound motor and means actuated by movement of the movable member of said master valve for mechanically engaging the movable element of the check-valve to lift it from its seat, and means also actuated by movement of the movable member of said master-valve for admitting air from the tank to said valve-member and for permitting the exhaust of air from said valve-member to atmosphere; substantially as described.

9. The combination of a multi-cylinder motorcompressor mechanism having a shaft, a second shaft adapted to drive and be driven by said shaft, a tank, connections from the tank to said mechanism, a mastervalve in said connections, a pneumatically actuated valve-member for causing opera tion of said mechanism as a simplemotor or as a compound motor and an operating member in said master-valve which may be moved to a position for admitting air from the tank to said mechanism and Which by a continuation of the same movement is carried to a position for admitting air to said pneumatically actuated valve-member,

said operating member being also adapted to connect the-pneumatically actuated valvemember to atmosphere; substantially as described. I

10. The combination of a multi-cylinder motor compressor mechanism having a shaft, a second shaft adapted to drive and be driven by said shaft, a tank, connections from the tank to said mechanism, a mastervalve in said connections, a check-valve in the master-valve, a pneumatically-actuated valve-member for causing operation of said mechanism as a simple motor or as a compound motor, tWo chambers in said mastervalve, one connected to said mechanism and the other connected to said valve-member, means actuated by movement of the movable member of the master-valve for lifting said check-valve from its seat and admitting air from the tank to both of said chambers, and means actuated by movement of the movable member of the master-valve for lifting the check-valve from its seat to admit air from the tank to one of said chambers and for connecting the other chamber to atmosphere; substantially as described.

11. The combination of a multi-cylinder, convertible motor-compressor mechanism having a shaft, a second shaft adapted to drive and be driven by said shaft, a tank connected to said mechanism, a master-valve in the connections from the tank to said mechanism, tWo chambers in said master- Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D 0. 

